The Toyo Proxes 4 Plus is covered by the No Regrets plan, and available in many sizes that are perfect for high-performance American musclecars.

Check it out. Here’s how it works. You must buy a set of four eligible Toyo Tires passenger or light truck tires from a participating Toyo Tires dealer, and try them on your vehicle for up to 500 miles or 45 days from the original purchase, whichever comes first.

If you’re not completely satisfied with the performance, just return the tires, with your original sales receipt, and the specific reason you are not satisfied, to the dealer where you purchased the tires. The dealer will replace the tires or refund the purchase price, including charges for mounting and balancing.

Unbelievable you say? Well, you can’t take the tires out and fry the living daylights out them doing donuts and expect to qualify for this amazing trial offer.

Some tires such as all the Toyo rubber in its Competition category of tires, as well as some its light truck tires, don’t qualify for the No Regrets program. However, there are some great tires for musclecars and sports cars that do fall under the No Regrets plan.

You have probably heard from a friend that he swapped out or replaced the rubber bushings with poly (polyurethane) bushings, and that it improved the suspension or steering system response and feel in his vehicle. There are any number of automotive aftermarket performance companies that offer poly bushings for their products such as shock absorbers; spring shackles or spring eyes; anti-sway, radius, and track bars; and transmission, engine or body mounts. Polyurethane seems to be everywhere in the automotive enthusiast marketplace.

So what’s so great about poly? To answer that question we went to an industry leader to get the skinny on aftermarket poly bushings and mounts. Energy Suspension has been producing poly products for the automotive performance aftermarket since 1983. Since then, Energy Suspension has been continually working to improve and perfect the base material of its polyurethane (referred to as Hyper-Flex by the company), and engineer new applications for cars and trucks to benefit automotive enthusiasts.

Once a specific vehicle or application has been checked out in the Energy Suspension R&D department, and the engineering team has made its initial assessments, CAD systems are used to design the polyurethane parts.

“Lots of companies make polyurethane products, but it’s the precise mixture of certain chemicals that produce the specific durometer ratings and performance of our polyurethane products.” Michael Santa Cruz of Energy Suspension, explained further, “We have worked for years to create patented proprietary formulas for a multitude of products, based on our engineering, design, and testing for each product.”

What It All Means

All polyurethane is not created equal. – Michael Santa Cruz, Energy Suspension

A durometer is an instrument used to describe the hardness of the poly. To be more precise, it provides a measurement of the depth of an indentation in the material created by a given force. This depth is dependent on the hardness of the material, its viscoelastic properties (the viscous and elastic characteristics when undergoing deformation), and the duration of the test.

The durometer test that Energy Suspension uses measures the initial hardness of the poly product. The basic test applies force in a consistent manner, without shock, providing a comparative number of the hardness (depth of the indentation) of a bushing or mass of poly material being designed for a certain application. Different products require bushings with different durometer readings (hardness and viscoelastic characteristics) to properly perform their intended function. The ideal durometer reading or number for an anti-sway bar bushing is not the same for a transmission mount.

A durometer gauge is used to check prototype parts during the engineering process to make sure the material has the proper hardness for the job intended.

Santa Cruz told us, “Our only real competitor is rubber. An Energy Suspension product will have a considerably higher durometer rating than its rubber counterpart, and that will make it resist crushing and compression much better than rubber.”

The piece of equipment the poly bushing or mount is supporting will have less deflection. In the case of a suspension component such as a shock absorber, instead of the rubber bushing compressing and allowing the jounce, rebound, and vibration to be transferred to the vehicle (and the passengers), according to Energy Suspension, the poly-equipped shock absorber is more precisely and securely held in place, allowing it to perform at its maximum efficiency, and do the job it was intended to do. A poly transmission mount will resist compression better than rubber, thereby diminishing deflection of the transmission during hard corning or acceleration/deceleration.

When it comes to overall durability, polyurethane is virtually impervious to road salt, oil, fuel, ozone, or any of the road debris thrown onto to it during driving. Santa Cruz said, “Polyurethane does not rot, soften, or deteriorate from exposure to caustics and petroleum products.”

The Process

To further explore the science behind poly bushings and how they’re designed, we sat down with Jamey Spaeth, Engineering Project Manager at Energy Suspension. “After it’s narrowed down to the exact vehicle, gear range, trim, model, all of the other variables, we bring in the vehicle itself. Our first step is to put the OE vehicle through its paces. We want to see where the weak links are. That way we can find where there is a need for improvement.”

A part-master is created from which the mold for the production polyurethane parts will be made.

Once that is accomplished, the vehicle is put up on the lift to begin tearing it down, and taking measurements. The engineers at Energy Suspension use their knowledge concerning what it needs, why the OE did what it did, and how they can improve on it. A design is created using CAD systems, and then a an aluminum part-master is made based on that design. Energy then creates a mold for production parts based on that aluminum. Once a mold is made, molten poly is poured into the mold to make the first sample part.

The sample part is installed on the vehicle, and during that process, the engineers are taking notes and examining how the part fits, where the part might need a little extra length here, or a little less there. With their experience working with cars and developing poly bushings for so many different applications, the Energy Suspension engineering team can often see if a part is going to work before the first test-drive.

An Energy Suspension engine mount is seen here, the two separate parts placed together to show positioning (left), and then bonded together by the polyurethane (right) after being pulled from the mold.

At that point, it’s decided whether the engineering process needs to be done again to perfect the finished sample part. If the engineers are happy with how the vehicle handles, it is turned back over to the owner for additional testing. When Energy Suspension hands the keys back, as Spaeth put it, “We ask the test-vehicle owner to give it some spirited driving. We would rather the vehicle be tested as thoroughly as possible to make sure there’s not going to be any issues down the road.”

Energy Suspension also has a driver feedback form. The vehicle owner is asked to rate items such as the vehicle’s comfort level on a scale of one to 10 with all the OE components on the car first. Then the vehicle owner rates on a scale of one to 10 how the ride, handling, steering response, etc., has improved, now that the Energy Suspension poly parts are installed on the vehicle. This comparison helps engineers because the owner has been driving the vehicle every day and may pick up on things that the engineers didn’t notice.

After the molten polyurethane has hardened and the rough parts are removed from their molds, they are trimmed to exact specifications.

Energy Suspension also stays in touch with the driver and occasionally brings the test vehicle back in after a while, maybe 500 miles later. They take a look underneath the car to make sure everything has remained correctly seated. If the vehicle is driving great with no issues, then the release process begins in which all sample parts are finalized, and the product is approved to become a full kit.

Need To Know

One of the most important things to understand about poly bushings is that they need to be pre-loaded. Spaeth filled us in here, “Almost all polyurethane needs to be pre-loaded when installed. It needs to be placed under a little bit of stress on as much surface area of the bushing as possible. We call polyurethane bushings ‘free-flowing’ because the material wants to move in the path of least resistance, which is toward the places where it’s not contacting metal.”

The multitude of polyurethane products that Energy Suspension makes for hundreds of applications include everything from shock bushings (left) to A-arm pivot, steering knuckle, and anti-sway bar end link bushings (lower right).

In order to keep a poly bushing where it is supposed to be and performing how it should, the bushing and its bracket are designed to create a pre-load on the bushing once properly installed. That way it’s going to stay in its location, not move around and get sloppy, and have increased longevity as the suspension cycles. Greasing poly bushings is also recommended.

Because of the pre-load designed into the poly bushing, there will be friction between the bushing and the metal. Spaeth said, “We recommend that our polyurethane bushings that are going to experience friction against any metal surface or in contact with metal should have a light amount of our specially formulated grease on it to reduce friction, extend the life of the bushing, and prevent squeaking.”

Superior Substance

As we found out by talking to the experts at Energy Suspension, there are a number of reasons why its poly bushing and mount products are far better than the rubber counterparts. Poly delivers greater resilience to the forces placed on it than rubber, and will not go mushy like rubber under the pressures of everyday driving or performance motoring.

Polyurethane does not rot, soften, or deteriorate from exposure to caustics and petroleum products. – Santa Cruz.

Energy Suspension’s poly products are long lasting, as they are not adversely affected by exposure to oil, fuel, salt, UV rays from sunlight exposure, or chemicals that may drip down on them from the vehicle. Each and every poly product is specifically designed and formulated to improve the performance of the OE part it replaces, whether it be a shock or spring bushing, A-arm bushing, or an engine or transmission mount.

“All polyurethane is not created equal,” Santa Cruz said. Indeed, some new formulas are being worked on right now. One of the projects on the horizon is a polyurethane blend that has a much higher heat tolerance than the current line of products. This would allow the company to produce bushings, hangers, and mounts for automotive parts that are in close proximity to heat sources, or components that produce, transfer, or flow heat.

Always moving forward with new technology and products, Energy Suspension is currently working on a high-temperature tolerant polyurethane formula that can be used adjacent to or on heat-producing components, as well as items such as these polyurethane Jeep engine hood latches to replace the rubber OE units.

Energy Suspension is occasionally called upon to create custom bushings, aside from the nearly 3,500 part numbers it already produces. Simply because you don’t see a bushing in its catalog specifically for your vehicle, or you are doing some custom fab work, doesn’t mean that the company doesn’t have a bushing that will work for that vehicle or location you’re designing. For instance, if a customer comes in with a control arm and gives the engineers all the eyelet sizes and dimensions, and exactly what the end use is, they can work to design just the right bushing.

“These custom projects are rare cases, but considering all of the different types of customers we work with, we must make bushings for everything from autocross to off-road racing. When you add up all of these disciplines, it’s quite a bit of business, and the company tries to help out where it can with special applications.” Spaeth continued, “It is nice to have these challenges so we know what our bushings can handle.” If you’re looking for more information about how and why polyurethane products can improve the ride and handling of your vehicle, check out the Energy Suspension website or call (888) 913-6374.

A car sits up on the rack being gone over by the Energy Suspension R&D department.

]]>http://www.corvetteonline.com/tech-stories/chassis-safety/polyurethane-how-and-why-it-provides-better-handling/feed/0http://www.corvetteonline.com/image/2015/03/polyurethane-provides-better-handling2-400x210.jpghttp://www.corvetteonline.com/image/2015/01/img_0873xx-300x200.jpgWin A 520 HP Edelbrock Enforcer Blown And Built SB Chevy 350!http://www.corvetteonline.com/news/win-a-520-hp-edelbrock-enforcer-blown-and-built-sb-chevy-350/?utm_source=rss&utm_medium=rss&utm_campaign=win-a-520-hp-edelbrock-enforcer-blown-and-built-sb-chevy-350
http://www.corvetteonline.com/news/win-a-520-hp-edelbrock-enforcer-blown-and-built-sb-chevy-350/#commentsMon, 23 Feb 2015 19:46:39 +0000Stuart Bourdonhttp://www.corvetteonline.com/news/win-a-520-hp-edelbrock-enforcer-blown-and-built-sb-chevy-350/Ever wanted a supercharged and built-to-the-hilt SB Chevy 350 V8 to drop into your car or truck? Well, here’s your chance to get one FREE! Edelbrock is celebrating the introduction of the famous Chevy V8 by giving one away in its 60th Anniversary Small-Block Sweepstakes. All that’s required to have a chance at winning the powerful prize is to fill out the simple online entry form.

This is a once-in-a-lifetime sweepstakes to win a unique engine. A lucky recipient will get a small-block Chevrolet 350 that’s been built up using Edelbrock top end components, and topped off with an Enforcer Supercharger system. The 60th Anniversary Edition engine features an Edelbrock E-Force Enforcer EFI Supercharger system, Performer RPM E-Tec 200 cylinder heads, Performer-Plus camshaft, Victor Series water pump, as well as Edelbrock’s exclusive Classic Series finned air cleaner and valve covers. All the Edelbrock components have been polished to a mirror finish for a show-quality look that will make your rig look great.

Here are the details of the 60th Anniversary Small-Block Sweepstakes. You must enter for a chance to win this unique engine. Only one winner will receive the 60th Anniversary Edition 520 hp small-block Chevrolet engine equipped with an Edelbrock Power Package top end (seen below) and Enforcer Supercharger. No purchase is necessary, and you can enter to win on www.edelbrock.com. Entries will be accepted from February 7 until May 5, 2015. So what are you waiting for?

]]>http://www.corvetteonline.com/news/win-a-520-hp-edelbrock-enforcer-blown-and-built-sb-chevy-350/feed/0http://www.corvetteonline.com/image/2015/02/edelbrock-sb-sweepstakes-2-400x266.jpghttp://www.corvetteonline.com/image/2015/02/edelbrock-sb-sweepstakes-2-300x200.jpgVideo: Proper Valve Spring Set Up With Comp Camshttp://www.corvetteonline.com/news/video-proper-valve-spring-set-up-with-comp-cams/?utm_source=rss&utm_medium=rss&utm_campaign=video-proper-valve-spring-set-up-with-comp-cams
http://www.corvetteonline.com/news/video-proper-valve-spring-set-up-with-comp-cams/#commentsFri, 09 Jan 2015 21:06:58 +0000Stuart Bourdonhttp://www.corvetteonline.com/news/video-proper-valve-spring-set-up-with-comp-cams/There are a hundred things to remember to do correctly when you are building or re-building an engine for your ride. Of all those things, the correct valvetrain setup is important, and part of that is proper valve spring set up. In the video above, COMP Cams Valve Spring Engineer, Bradley Brown, takes us through the basic, yet critical steps to making sure you have your valve springs set up properly. Some of the key operations discussed and explained are install heights, clearances, spring loads, and break-in. Ignoring these vital aspects of valve spring installation is a common cause of engine failure.

First, the springs must be completely cleaned and free of any debris. Then installation can begin with checking the install height. Bradley shows you exactly how to do this. Valve seat clearances are next. This is also a very important item on your valve spring install check list that if not done correctly can create huge problems.

The next thing to assess is coil bind. If there is not enough room between the coils of the spring, the springs can bind and that can lead to damage and catastrophic engine failure. If the spring is binding and does not have enough space between the coils then you can do things such as change the shims, the locks, the spring, the valve, or you can go to the extent of machining the pocket to create the needed space between coils.

You should also always check the clearance between the retainers and the inside of the rocker arms once the springs have been assembled and installed. It’s important to make sure you have the correct rocker arm and retainer combination so that you have the correct rocker arm geometry.

Next is spring load. A new set of valve springs from Comp Cams will be matched for load consistencies, meaning that they have all be matched to within certain tolerances. But if you want to check the load, you can use a spring checker to be sure. This process is detailed by Bradley so you’ll know exactly how to check the spring loads.

Last is spring break-in, and this is a very important process. Once the springs have been installed they must go through a heat-set. Again, Bradley shows how to perform this simple, but critical operation in the video.

]]>http://www.corvetteonline.com/news/video-proper-valve-spring-set-up-with-comp-cams/feed/0http://www.corvetteonline.com/image/2015/01/comp-cams-valve-spring-2-400x267.jpghttp://www.corvetteonline.com/image/2015/01/comp-cams-valve-spring-2-300x200.jpgVideo: How The Moroso Oil Accumulator Protects Your Enginehttp://www.corvetteonline.com/news/video-how-the-moroso-oil-accumulator-protects-your-engine/?utm_source=rss&utm_medium=rss&utm_campaign=video-how-the-moroso-oil-accumulator-protects-your-engine
http://www.corvetteonline.com/news/video-how-the-moroso-oil-accumulator-protects-your-engine/#commentsWed, 31 Dec 2014 14:37:03 +0000Stuart Bourdonhttp://www.corvetteonline.com/news/video-how-the-moroso-oil-accumulator-protects-your-engine/An oil accumulator is basically a pressurized tank that allows you to pump engine oil into your engine prior to starting the engine. This is so that the powerplant receives pressurized lubrication to its vital moving parts before components inside, such as parts of the valvetrain (lifters, springs, camshaft, etcetera) and rotating assembly (pistons, piston rods, and crankshaft) start churning about without proper lubrication.

These oil accumulator systems are extremely important in cars used in motorsports applications such as drag racing, road racing, or drifting. This importance is not only vital prior to engine start-ups, but can be especially useful during operation. Pressurized lubrication inside the engine can dramatically change when a drag race car launches off the starting line and continue changing as G-force loads change while its tearing down the strip. In road racing and drifting events, the violent side to side movements of the race car as it works its way through corners on the course can also create substantial shifts in pressurized lubrication to one side or the other inside the working engine.

However, not all oil accumulators are the same. Some, especially the oil accumulators designed and manufactured by Moroso, work better than others, and for a very good reason. The demonstration and point-by-point narration in the video above from Moroso Performance Products explains in exacting detail how the Moroso Oil Accumulator system works in each of these situations. If your looking for an oil accumulator for your car, regardless of the type of motorsports you are involved in, this video is worth watching for the full, detailed education you will gain in just why the Moroso Oil Accumulator system should be at the top of your list.

]]>http://www.corvetteonline.com/news/video-how-the-moroso-oil-accumulator-protects-your-engine/feed/0http://www.corvetteonline.com/image/2014/12/moroso-oil-accumulator-1-400x266.jpghttp://www.corvetteonline.com/image/2014/12/moroso-oil-accumulator-1-300x200.jpgPRI 2014: Hot Products From Moroso for LS, LT, BMW, Subaru and Jeepshttp://www.corvetteonline.com/features/pri-coverage/pri-2014-hot-products-from-moroso-for-ls-lt-bmw-subaru-and-jeeps/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2014-hot-products-from-moroso-for-ls-lt-bmw-subaru-and-jeeps
http://www.corvetteonline.com/features/pri-coverage/pri-2014-hot-products-from-moroso-for-ls-lt-bmw-subaru-and-jeeps/#commentsThu, 18 Dec 2014 09:35:00 +0000Stuart Bourdonhttp://www.corvetteonline.com/news/pri-2014-hot-products-from-moroso-for-ls-lt-bmw-subaru-and-jeeps/From the company that is constantly churning out new products and new applications to help protect your engine and make it perform to its highest potential, comes another burst of brand-new equipment ranging from billet aluminum valve covers to oil pan baffles.

We caught up with Thor Schroeder from Moroso to get all the details on a bundle of new items for the automotive enthusiast. “Our new billet aluminum valve covers for the LS engines each start out as a blank weighing about 14 pounds, and when we’re done with all the milling it’s down to just a pound, so it’s sturdy and lightweight.” The LS valve covers are available in coil on cover version or in a remote coil version, and it also features a polished oil seal cap.

So many people like the chrome or black look, that the Moroso billet valve covers for the LS engines are also offered in those finishes, as well as polished. Moroso also is preparing to release valve covers for the new LT1 engine. These will also be available in polished or a black wrinkle finish, and it’s billet aluminum as well. Weight should be similar to that of the LS valve cover, it accepts factory style gaskets that you can find almost anywhere.

Oil Separators

Moroso has also done very well with their air/oil separators for Mustangs and other domestic performance cars. They have now jumped into the Jeep game and are now offering the same product for Jeep Wranglers with the 3.8L V6 and the 3.6L V6. The Wrangler specific model has a large body and has a built-in drain at the bottom, so you don’t have to worry about unscrewing it. Moroso also offers a smaller one for the owner that wants a little cleaner look under the hood. These air/oil separators are also available for cars like the BMW M3 and 2015 Subaru WRX, .

According to Schroeder, “The air/oil separators help keep all the oil mist from going back into the engine’s intake system, and that helps keep octane rating of the gasoline stable. Oil mist in the air/fuel charge can make octane ratings go lower because oil has a lower flash point than the fuel and it’s diluting the fuel.” The separator has a stainless steel media filter, and since different engines have different blow by levels, Schroeder recommends that you check the filter every couple of fuel fill-ups and then make a judgment call about how your engine works and how often you should clean the filter.

Another new product just out from Moroso is the oil baffle kit for the Scion FRS. It’s a two-tier system so it keeps oil off the rotating assembly, which keeps the oil levels more steady, and keeps foaming down. They didn’t make a custom pan for it because with all the modifications people make to these cars, Moroso felt it was best to keep the system in a stock pan configuration.

Moroso now also offers a heavy duty oil pickup for the EJ20 series engines in the 2002 to 2005 Subaru WRX that runs a stock pan or one of its custom pans. Schroeder remarked that “The factory pickups can come apart after severe use, and with the Moroso pickup, you don’t have to worry about it under heavy duty track conditions. “The new oil pickup was tested on 800 hp Time Attack cars, is all TIG welded, and the mounting flange is double the thickness of the factory unit.

Moroso has a wide variety of cars, as well as Jeep Wranglers and Ford F-150 pickup trucks covered with these new performance products. For more information on these, and all the other great parts for cars, SUVs, and pickup trucks, check out the Moroso website.

]]>http://www.corvetteonline.com/features/pri-coverage/pri-2014-hot-products-from-moroso-for-ls-lt-bmw-subaru-and-jeeps/feed/0http://www.corvetteonline.com/image/2014/12/moroso-104-400x266.jpghttp://www.corvetteonline.com/image/2014/12/moroso-104-300x200.jpgPRI 2014: Aeromotive Offers More Power With New High-Flow Fuel Pumpshttp://www.corvetteonline.com/features/pri-coverage/pri-2014-aeromotive-offers-more-power-with-new-high-flow-fuel-pumps/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2014-aeromotive-offers-more-power-with-new-high-flow-fuel-pumps
http://www.corvetteonline.com/features/pri-coverage/pri-2014-aeromotive-offers-more-power-with-new-high-flow-fuel-pumps/#commentsWed, 17 Dec 2014 14:44:48 +0000Stuart Bourdonhttp://www.corvetteonline.com/features/pri-coverage/pri-2014-aeromotive-offers-more-power-with-new-high-flow-fuel-pumps/Proper fuel flow is of prime importance to automotive performance enthusiasts, especially to those who race. If you don’t have enough fuel flowing to an otherwise right-built engine, it will starve, can be damaged, and you will be very disappointed to say the least. Aeromotive has been working hard to make sure you have the right pump for the job.

It’s new Terminator fuel pump first displayed at the 2014 Performance Racing Industry (PRI) show was the direct result of the demands of a racer. As a matter of fact, that racer was Aeromotive owner Steve Matusek, and he needed something a little more powerful with a higher flow rate pump for his 3,000 hp alcohol Pro Mod car. So the engineers at Aeromotive started experimenting with things like spur gear setups and different plate thickness, searching for the combination they needed to flow a fire hosing 24-gallons per minute.

Jared Cox of Aeromotive said, “Once that was accomplished, we started to think about how can we could package it so it would be widely applicable. So we designed it to fit all the different AN connections, hose barbs, and ports. Now we have three- and four-bolt mounting collars, v-band clamps, and even shut-off valves. The Terminator pump can flow anywhere from 16 to 25 gallons per minute, and has allowed Aeromotive to break into a market it had never touched before. We have it qualified all the way up to nitro.”

The drive system for the Terminator fuel pump has a hex drive, so it can operate from any sort of hex drive system, such as a dry sump hex drive. Aeromotive offers the Terminator in everything from a 3/8-inch to 7/16-inch hex.

Phantom Advances

“The Aeromotive line of Phantom fuel pumps really started off with the Phantom 340 (that flows 340 liters per hour) and we decided we wanted to make an electric fuel pump that could work in gas tanks never designed for electric pumps,” said Cox.

Aeromotive engineers has to figure out how to get the lines out of the tank and get the pump into the tank, and also have to work out how to create a baffle with no welding. They decided to use a foam baffle system very similar to what the OEMs are using in daily drivers. “We released that to market and it was wildly successful, but we had people calling in and telling us that they didn’t need that much flow, so we came out with the Phantom 200 pump.”, Cox told us.

At the 2014 SEMA Show, Aeromotive showed off its recently developed Dual Phantom and Phantom Flex. The Flex is for those who want to run flex fuels such as E85. Aeromotive uses a 450-liter per hour pump with the Flex because the use of E85 demands about 30 percent more flow, and the basket was enlarged to handle the higher flow rate, and that meant the foam grew along with everything else to support the added flow.

The Dual Phantom satisfies those customers who want a 700-liter per hour flow rate for forced induction EFI engines in the 1,000-plus horsepower range. It has two 340 pumps coupled together so now it can handle get forced induction 1,400 hp engines.

Cox said, “With it you can have the ultimate sleeper fuel tank (a baffled EFI tank built at home), and the best part is they’re quiet, and you only have to run one at a time. You can stage them so the second pump is switched (such as an HOB switched with boost) or have your ECM control it. Or for off-road endurance race application, you can just use one and have the other as a back-up in case of failure.”

Whether you’re just retrofitting a street car and want the reliability of an electric fuel pump, or you’re racing a 3,000-plus horsepower Pro Mod beast, Aeromotive has you covered.

]]>http://www.corvetteonline.com/features/pri-coverage/pri-2014-aeromotive-offers-more-power-with-new-high-flow-fuel-pumps/feed/0http://www.corvetteonline.com/image/2014/12/aeromotive-pri-107-400x266.jpghttp://www.corvetteonline.com/image/2014/12/pri-2014-aeromotive-offers-power-new-high-flow-fuel-pumps.jpgPRI 2014: Motive Gear Gets Traction With New Differentialshttp://www.corvetteonline.com/features/pri-coverage/pri-2014-motive-gear-gets-traction-with-new-differentials/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2014-motive-gear-gets-traction-with-new-differentials
http://www.corvetteonline.com/features/pri-coverage/pri-2014-motive-gear-gets-traction-with-new-differentials/#commentsSat, 13 Dec 2014 01:54:01 +0000Stuart Bourdonhttp://www.corvetteonline.com/news/pri-2014-motive-gear-gets-traction-with-new-differentials/With a line of five different aftermarket performance differentials to choose from, each with it’s own qualities and optimum applications, Motive Gear is gaining ground in the automotive enthusiast marketplace. The gang from Motive Gear was on hand at the 2014 Performance Racing Industry (PRI) Show and we spent some time talking traction.

Two standbys from Motive Gear are the Powertrax Lock-Right and the Powertrax No-Slip differentials. The Lock-Right provides straight-line performance akin to a spool, but allows for wheel differentiation when it automatically unlocks as the vehicle begins to turn. It’s recommended for severe-duty off-road and street use, and has been around since the 1970s, and as Steve Filipiak from Motive put it, “This is the unit your Dad used, the Lock-Right, although it’s been modified over the years to gain a little tighter tolerances and better durability, we’ve sold thousands of these over the last 40 years.”

The No-Slip, is another automatic locking differential from Motive Gear, but it is probably better for your daily driver because it combines the streetable characteristics of a limited-slip-device with the all-out traction performance of a locker, offering a synch mechanism that smooths out the locking and unlocking process. “The No Slip is a equally as strong as the Lock-Right, but a little more civilized. Either the Lock-Right or the No-Slip can be easily installed by the backyard mechanic.” said Filipiak.

Then there is the Powertrax Grip line of differentials from Motive Gear. The Grip LS is easily rebuildable, and uses clutches for power biasing to provide traction as needed, and is really best suited for the street machine market. However, it’s not as simple DIY installation, since the ring and pinion need to re-set, as well as backlash checked when installing.

The Grip Pro and Grip Lock are for the hardcore street/strip, or off-road user, who wants the most traction he can get. The Grip LS is more gentle, and a better option for average use, but the gear-driven Pro Grip limited-slip that delivers progressive and variable traction based on throttle input, and the Grip Lock that is a mechanically actuated locker, are about the closest to a spool you can get without actually having a spool.

These Pro and Lock differentials in the Grip Line need their ring and pinion reset, so unless you’re a very experienced mechanic, it’s not really a DIY set up. However, they do have a distinct advantage over the Grip LS, as Greg Brown from Motive explained, “The clutch-type LS is lubricant sensitive (it needs a traction enhancer added to its oil), and can be prone to burning clutches, if they are used very hard.”

The Grip Pro and Grip Lock are new to the line, and are now available and shipping for many applications. Greg Brown told us, “we now have Pro and Lock for GM 10-bolts, but we have always covered the Ford and Dana axles.” For all the applications available across the entire Motive Gear product line, check out the company’s website.

]]>http://www.corvetteonline.com/features/pri-coverage/pri-2014-motive-gear-gets-traction-with-new-differentials/feed/0http://www.corvetteonline.com/image/2014/12/motive-pri-106-400x266.jpghttp://www.corvetteonline.com/image/2014/12/motive-pri-106-300x200.jpgPRI 2014: Push Button Start System Now Available from Flaming Riverhttp://www.corvetteonline.com/features/pri-coverage/pri-2014-push-button-start-system-now-available-from-flaming-river/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2014-push-button-start-system-now-available-from-flaming-river
http://www.corvetteonline.com/features/pri-coverage/pri-2014-push-button-start-system-now-available-from-flaming-river/#commentsSat, 13 Dec 2014 01:26:28 +0000Stuart Bourdonhttp://www.corvetteonline.com/features/pri-coverage/pri-2014-push-button-start-system-now-available-from-flaming-river/Ever in the pursuit of convenience for its customers, Flaming River has developed a push button start column based on their existing column. The system includes a programmable key fob. The fob can be integrated in to systems like power door locks, trunk locks, and those components can be integrated into the system at any time. The push button start can be located in the column, or sent separately and mounted to the dash.

Brett Domin of Flaming River told us, “The system comes with two fobs and the controller, and it’s built into a custom column, so it’s really geared toward early model vehicles such as muscle cars, street rods, and classic trucks, because so many new cars are already equipped with this sort of system.”

The push button start system looks very easy to install because it’s basically a plug-and-play set up, and it wires up to just an accessory and ground connection for power. It’s also compatible with aftermarket or factory wiring systems. As well, remote engine start can be programed into the system, although you would have to buy a separate remote start setup, and then incorporate it into the Flaming River fob system.

All Flaming River steering columns are made in the USA, and they are available in a universal length or custom lengths. They are made from stainless steel and equipped with tilt functionality, turn signal and hazard lights, and have a three year warranty. In addition, they are adaptable to almost all steering wheels.

The range of the transmitter is about 8 feet, and it has three modes. Three button hits start the car, or you can hold the button down to cycle through the three stages, and accessories can be programmed into any of the button pushes. It takes just one hit to stop the engine. For more information, check out the Flaming River website.

]]>http://www.corvetteonline.com/features/pri-coverage/pri-2014-push-button-start-system-now-available-from-flaming-river/feed/0http://www.corvetteonline.com/image/2014/12/flaming-river-102-400x266.jpghttp://www.corvetteonline.com/image/2014/12/flaming-river-102-300x200.jpgPRI 2014: Eibach Suspension Components For Whatever Moves Youhttp://www.corvetteonline.com/features/pri-coverage/pri-2014-eibach-suspension-components-for-whatever-moves-you/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2014-eibach-suspension-components-for-whatever-moves-you
http://www.corvetteonline.com/features/pri-coverage/pri-2014-eibach-suspension-components-for-whatever-moves-you/#commentsSat, 13 Dec 2014 01:04:03 +0000Stuart Bourdonhttp://www.corvetteonline.com/features/pri-coverage/pri-2014-eibach-suspension-components-for-whatever-moves-you/One of the biggest names in automotive performance springs and other suspension componets for cars and trucks is Eibach. We spent some time with Oliver Rathlein of Eibach, and he filled us in on their race-winning coil springs and about some new products the company has been coming on strong with lately.

Off-Road

“Our products have been used by a lot of the guys winning races and championships out there in the off-road arena, and what we offer is everything from the really large coils for the Trophy Trucks and bigger vehicle classes all the way to the smaller coils for the buggies.” These coil overs come in everything from tall to short heights, and spring rates from 200-800 pounds. The springs are stackable, meaning different springs with different rates can be combined to offer the best combination of performance characteristics in off-road racing applications.

Street

Rathlein says that sway bars and Pro Plust Sport Performance Packages are the hottest products in the street and muscle car markets. “For the street crowd we offer a range of products from performance sport springs to lowering springs and sway bars. The hottest thing in the street category is the the Pro-Plus Sport Performance Package. It has sport springs and sway bars in the same package for each individual application, and we have it for probably 200 applications now.” Those applications include muscle cars, sport compacts, and European cars.

Rathlein says that Eibach springs are made from a light weight super high tensile strength steel which translates to a lighter spring, less unsprung weight, and in racing a spring that unloads quicker and gets the tire back down to the ground much faster, helping to maintain traction and control.

The motorsports springs and street springs have a lifetime warranty, and are guaranteed to not lose height or rate. To find an application that fits your vehicle check out the Eibach website.

]]>http://www.corvetteonline.com/features/pri-coverage/pri-2014-eibach-suspension-components-for-whatever-moves-you/feed/0http://www.corvetteonline.com/image/2014/12/pri-2014-eibach-builds-springs-sway-bars-racing-street1-400x266.jpghttp://www.corvetteonline.com/image/2014/12/pri-2014-eibach-builds-springs-sway-bars-racing-street1-300x200.jpgPRI 2014: Fluidampr Products For Nearly Any Performance Applicationhttp://www.corvetteonline.com/features/pri-coverage/pri-2014-fluidampr-products-for-nearly-any-performance-application/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2014-fluidampr-products-for-nearly-any-performance-application
http://www.corvetteonline.com/features/pri-coverage/pri-2014-fluidampr-products-for-nearly-any-performance-application/#commentsFri, 12 Dec 2014 03:34:27 +0000Stuart Bourdonhttp://www.corvetteonline.com/features/pri-coverage/pri-2014-fluidampr-products-for-nearly-any-performance-application/If you do any significant performance upgrades to your engine you’re going to have to look at upgrading the engine’s harmonic balancer. The problem with a stock balancer is that it’s made with a tuned elastomer to match the stock engine, and once you change that stock condition–once you have hot rodded the engine–you have changed that harmonic and need to look at a broad range damper to bring the engine back into balance.

It was this very subject that we discussed with Brian LeBaron from Fluidampr at the 2014 Performance Racing Industry (PRI) Show. “It’s one of the key components that helps protect the engine, so you have two choices when you begin building up an engine. You can go with a performance elastomer or you can go with a viscous damper. A viscous damper is more durable and offers better protection to the engine, and you can keep making further performance upgrades because with a viscous coupler you don’t have to worry about whether the durometer specs on the rubber in the elastomer damper is right for your engine in its modified state.”

LeBaron says that engine modifications that add significant power should include a new damper, telling us that once modifications go beyond simple bolt-on parts like cold air intake, or exhaust modifications, a new damper should be the next upgrade. “A damper upgrade should be one of the fundamental building blocks of any engine build program. As soon as you move beyond that air kit, exhaust, and tuner, the damper should be the next thing you look at.”

While Fluidampr is primarily known for their work with domestic V8 muscle cars and racing engines, they’re also making products for the popular and growing high performance detail market, and the continually strong import performance scene.

As soon as you move beyond that air kit, exhaust, and tuner, the damper should be the next thing you look at. -Brian LeBaron, Fluidampr

“The performance diesel market has really become strong, so now we carry viscous dampers for all the Duramax, Power Stroke, and Cummins engines. And we have also developed product for all the popular imports such as Honda, Mitsubishi, Nissan, and Toyota now. The inline-six Toyota (2JZ) engine and the Nissan RB26 engine are hot for drifting right now, so we also have those covered.”

A stock damper isn’t designed to meet the stresses of a high RPM, high performance, or racing environment. We’ve seen more than a few stock, or stock replacement type dampers fail on the race track after hard abuse. LeBaron says Fluidampr has its customers covered here as well telling us, “All Fluidampr products are SFI 18.1 spec, so it doesn’t degrade at higher RPM. In order to meet that spec, they have to withstand 12,000 RPM for an hour.”

With high standards for safety, and parts for virtually any popular performance application, Fluidampr should be on the parts list for any heavily modified project car, or engine build. For information on any of the Fluidampr products go to its website.

]]>http://www.corvetteonline.com/features/pri-coverage/pri-2014-fluidampr-products-for-nearly-any-performance-application/feed/0http://www.corvetteonline.com/image/2014/12/pri-2014-fluidampr-viscous-damper-integral-part-engine-build11-400x266.jpghttp://www.corvetteonline.com/image/2014/12/pri-2014-fluidampr-viscous-damper-integral-part-engine-build11-300x200.jpgPRI 2014: Fragola Makes It Easy with New Hose Fittings and Adaptershttp://www.corvetteonline.com/features/pri-coverage/pri-2014-fragola-makes-it-easy-with-new-hose-fittings-and-adapters/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2014-fragola-makes-it-easy-with-new-hose-fittings-and-adapters
http://www.corvetteonline.com/features/pri-coverage/pri-2014-fragola-makes-it-easy-with-new-hose-fittings-and-adapters/#commentsFri, 12 Dec 2014 02:53:50 +0000Stuart Bourdonhttp://www.corvetteonline.com/features/pri-coverage/pri-2014-fragola-makes-it-easy-with-new-hose-fittings-and-adapters/A major manufacturer of high-performance automotive hoses and fittings, Fragola Performance Systems has done us all a big favor. Through the development of some new products recently on display at the Performance Racing Industry (PRI) Show, the company has made plumbing our vehicles much easier.

“Basically we made reducers and expanders so you could do things like take a -12 AN fitting and attach a -10 hose. We did that from smaller nut to bigger hose and from bigger nut to smaller hose. And we did it in red, blue, and black. So we have it from 8 to 6, 10 to 8, 16 to 12. On the expander side we have from 6 to 8, 8 to 10, and 12 to 16. It’s also done for every angle, 30, 45, 60, 90, 120, 150, 180 degrees, in red, blue, and black,” said Jeff Stacey, from Fragola Performance Systems when we saw him at the PRI Show. “We have it for Late model, EFI, and quick-disconnect. We also have male adapters so you can do things like hook a stainless AN-style hose up to an LS engine.”

“Our Real Street line of hoses ends in which we use a PTFE-cored hose has really taken off. That product line eliminates fuel permeation and smell issues, and now we offer it in what we call a direct-fit hose end application so now can eliminate the adapter to a hose end. We also do that in straight pipe, as well as banjo configurations for use say in tight situations like on the front or back of a fuel rail.” If you’ve ever just completed a fuel system, and come back the next day to a garage that stinks like fuel, you understand how much headache this product can save you.

“We also have it for carburetor applications in big radius, high flow, and all kinds of lengths. These are for the new Holley Ultra HP Series carburetor that takes an O-ring now instead of a crush washer.” This is a product that Stacey says enthusiasts have been looking for, and now Fragola is delivering it. The fittings will make the plumbing side of a new Holley Ultra HP quick and easy.

Another really cool product that Stacey showed us was for the intercooler side. “We also had a lot of the drag racers wanting an economical way to plumb intercoolers. So instead of using stainless, they can get something affordable in a -20. We now do it in -20 push lock, straight and 90 degree hose end, and a -20 AN hose. We have had the hose forever, but no attractive looking hose end, you had to get something that looked like you bought it at Home Depot and it looked terrible, so we decided to eliminate that.”

With enthusiasts and racers looking for more options, and more discerning than ever regarding the appearance of their cars, these intercooler hoses and fittings are going to start showing up on racers nationwide, as well as some street going applications.

For more information on any of the Fragola Performance Systems equipment, check out the company’s website.

]]>http://www.corvetteonline.com/features/pri-coverage/pri-2014-fragola-makes-it-easy-with-new-hose-fittings-and-adapters/feed/0http://www.corvetteonline.com/image/2014/12/2014-pri-fragola-makes-easy-new-hose-fittings-adapters9-400x266.jpghttp://www.corvetteonline.com/image/2014/12/2014-pri-fragola-makes-easy-new-hose-fittings-adapters9-300x200.jpgVideo: Eaton’s Detroit Locker Puts 100 Percent Power To The Groundhttp://www.corvetteonline.com/news/video-eatons-detroit-locker-puts-100-percent-power-to-the-ground/?utm_source=rss&utm_medium=rss&utm_campaign=video-eatons-detroit-locker-puts-100-percent-power-to-the-ground
http://www.corvetteonline.com/news/video-eatons-detroit-locker-puts-100-percent-power-to-the-ground/#commentsWed, 10 Dec 2014 12:14:02 +0000Stuart Bourdonhttp://www.corvetteonline.com/news/video-eatons-detroit-locker-puts-100-percent-power-to-the-ground/For those not in tune with the advantages of an Eaton Detroit Locker differential, an open differential in the axle of your car or truck can allow most, if not all, of the power to go to the wheel with the least traction, and performance in slippery road or rough-terrain situations can be degraded.

The advantages of an Eaton Detroit Locker are that it can lock both axle shafts when the vehicle is driving in a straight line so that 100-percent of the available torque is delivered to the both wheels, but it unlocks when the vehicle is turning to allow for wheel differentiation (the outside and inside wheels can turn at different speeds). It is designed to improve traction on- and off-road.

The oldest product in the Eaton automotive performance differential line, the Detroit Locker was originally developed in the 1920s, but today there are applications ranging from cars to huge mining equipment, and everything in between. Ideal applications for the Detroit Locker include severe activity such as drag racing and off-road rock crawling.

The video above from Eaton shows just how the Detroit Locker differential works, and discusses its virtues and applications. You get an “inside” view of the Detroit Locker’s parts in an animated segment, and there is also an exploded view of the locking differential that displays all of its internal parts.

This is a perfect video for the novice as well as the experienced, as it shows the actions of the Detroit Locker in a simple, easy-to-understand manner. For more information on the Detroit Locker or any of the Eaton automotive performance differentials, check out the Eaton website or call (800) 386-1911.

Giving racers what they need is what Lucas Oil is all about. Its new Extreme Racing Formula (XRF) Motor Oil is touted as a breakthrough in racing lubrication technology. This unique blend of zinc, moly, phosphorous, and special additives, according to Tom Frederickson of Lucas Oil, makes XRF “the most effective advanced lubrication available.”

“We partnered with Richard Childress Racing and ECR Engines and spent 19 months working to develop our new XRF Motor Oil. New zinc technology and special additives offer the racer a thicker and tougher film that can bond with the moving parts in a high-performance engine to help protect them from destructive metal-on-metal contact.”

“We really targeted the new XRF Motor Oil at the Saturday night racer, and we know there are thousands of those out there working on their cars all week in order to race on the weekend. We also have a hot rod and classic car version of XRF coming out sometime after the first of the year. The newer motor oils took out much of the zinc that these older engines need.”

“The XRF line also includes Utility Lubricants such as engine break-in oils, gear oils, greases, and suspension fluids.” To get more information on XRF and its many applications, go to the Lucas Oil website or call (800) 342-2512.

]]>http://www.corvetteonline.com/features/sema-coverage/sema-2014-lucas-oil-revs-up-with-new-xrf-motor-oil-for-racing/feed/0http://www.corvetteonline.com/image/2014/11/sema-2014-lucas-oil-revs-new-xrf-motor-oil-racing2-400x266.jpghttp://www.corvetteonline.com/image/2014/11/sema-2014-lucas-oil-revs-new-xrf-motor-oil-racing2-300x200.jpgSEMA 2014: Optima has a Battery for Everyone, and a Great Ideahttp://www.corvetteonline.com/features/sema-coverage/sema-2014-optima-has-a-battery-for-everyone-and-a-great-idea/?utm_source=rss&utm_medium=rss&utm_campaign=sema-2014-optima-has-a-battery-for-everyone-and-a-great-idea
http://www.corvetteonline.com/features/sema-coverage/sema-2014-optima-has-a-battery-for-everyone-and-a-great-idea/#commentsThu, 06 Nov 2014 07:54:14 +0000Stuart Bourdonhttp://www.corvetteonline.com/features/sema-coverage/sema-2014-optima-has-a-battery-for-everyone-and-a-great-idea/

When we visited with Cam Douglas of Optima Batteries this year at the SEMA Show, he had some very interesting things to tell us about. There was the usual chat about the company’s battery products and their various appropriate applications, but an interesting new concept cropped up during our talk.

There’s the Optima Red Top, referred to as “the ultimate starting battery,” with units in the lineup that can offer as much as 1,000 cranking amps. And it also has a good reserve capacity of up to 100 amps in certain sizes. The Yellow Top from Optima is touted by the company as being the “ultimate dual-purpose battery,” kicking out up to 1,125 cranking amps and a 155-amp reserve capacity, depending upon the size of the battery. Add to this electrifying trio the Optima Blue Top battery with a cranking capacity of up to 1,125 amps and a reserve capacity as high as 155 amps, and you have a triumvirate of automotive batteries.

Douglas offered a bit of advice on choosing one of these three for off-road vehicle applications, telling us that “first you have to decide just what your needs and uses really are. All AGM-type batteries are ideal for off-road vehicle use due to their inherent stability when compared to standard batteries. If you are engaged in ‘normal’ off-road activity such as weekend recreational use and a week filled with highway driving, the Red Top is likely a good option. If you’re off-road activity leans a little more toward the ‘hardcore,’ and your vehicle is supplied with a full compliment of electrical accessories such as a winch, auxiliary lights, and an on-board compressor, the Yellow Top might be a better choice.”

However, what Douglas said next was especially interesting and a pleasant surprise to us. Optima’s very successful Ultimate Street Car Challenge has brought together some of the nation’s hottest sports cars and musclecars to compete in a road race course atmosphere. He has been thinking of ways to re-create the popular street car event for off-road vehicles. Of course, the hitch is finding the right course that would be safe, manageable, and fun for all. How does that sound to you? We think it would be a blast and offered some location suggestions that hopefully spurred Douglas’ thinking on getting an Ultimate Off-Road Vehicle Challenge up and running soon.

If you’re looking for more information on Optima Batteries, head on over to the company’s website or give them a call at (800) 867-8462). When you talk to them, let them know that you are interested in an Ultimate Off-Road Vehicle Challenge, too.

Whether you are looking for a driveshaft for your race car, musclecar, hot rod, or off-roader, you really should look at what Dynotech Driveshafts has to offer before making any decisions. This company has been in the business for more than 80 years, performing high-speed balancing on every driveshaft it sends out the door, and it builds driveshafts using DOM steel, aluminum, chromoly, composite, hybrids (carbon wrapped aluminum), as well as two-piece units that are part steel, part aluminum.

Dynotech Driveshaft is so well known and successful at what it does, that it builds driveshafts for race sanctioning bodies including NASCAR, NHRA, SCCA, and SCORE-International, to name a few. We sat down with Steve Raymond at Dynotech Driveshafts for a look into what the company can do for the off-road enthusiast, as well as how it builds its product for anyone. “All our driveshafts are balanced at 5,000 rpm. Our steel shafts are DOM steel, 3.0- or 3.5-inch OD and .083-inch wall, and painted gloss black. We can make them .095-inch wall upon request.”

“One of our hot items right now are custom shafts for lifted Jeep Wrangler JKs, and we typically recommend solid body U-joints for normal use such as in the desert or for rock crawling, but if a customer is going to be mudding, then we suggest our units with grease fittings so they can be kept heavily lubricated which helps with water repellency.”

No matter what your needs are, Dynotech Driveshafts should be on your call list. For more information and all the applications, check out the company’s website or call (800) 633-5559.

The Edelbrock Thunder AVS Series feature spring-loaded secondaries and range from 500 to 800 cfm. All four models can be ordered with either manual or electric choke.

These days, we are so hyped up on EFI this and EFI that, we tend to forget that the good old-fashioned carburetor works pretty darn well and has done so for a multitude of decades in all the vehicles we love, whether they be musclecars, customs, hot rods, or 4x4s. Carburetors are also relatively simple, and easy to work on and maintain.

Edelbrock’s Performer also can be ordered with manual or electric choke, but in the seven-model series, there is a 750 cfm unit in the 500 to 800 range.

To celebrate the venerable carburetor, Edelbrock is excited to announce its “Top If Off With Edelbrock” consumer promotion. Participating buyers can get a free air cleaner assembly and t-shirt when they purchase a new Edelbrock Performer Series or Thunder Series AVS carburetor between August 1 and October 31, 2014.

Eligible purchases include any new Edelbrock Performer Series or Thunder Series AVS carburetor. The eligibility also includes Edelbrock’s popular manifold and carburetor kits. You can also choose from the following Pro-Flo air cleaners: the classic triple-chrome plated (#1221), the sleek black powder coated (#1223), and dual-quad chrome air cleaner (#1235). Reconditioned and 94 Series carburetors are not eligible.

To get a complete list of eligible purchases by part number, complete promotion details, and to download a redemption form, visit the official promotional website at www.edelbrock.com/promo. Remember, you have until November 30, 2014 to submit the redemption form and proof of purchase on new carburetors purchased between August 1 and October 31, 2014. For more information please visit www.edelbrock.com/promo.

Auctions America returns to Burbank, July 31 – August 2, 2014, for its annual California sale at the Los Angeles Marriott Burbank Airport Hotel. This year’s auction is set to be another spectacular event for collectors of every genre, lowering the gavel on a diverse mix of some 400 vehicles handpicked for Southern California’s unique automotive culture.

However, this is an auction that by the company’s own admission has been defined as more of a “club collector’s event” with many of the vehicles priced at a more attainable level than you might expect to see at collector auctions. We recently viewed a selection of the vehicles, which included a vintage ’76 Ford F-100 off-road race truck, a few 50s and 60s model-year Corvette’s, 30s vintage Ford cars, a trio of Studebakers, a ’65 Mustang, a handful of Lincolns ranging from ’37 to ’55, and even a ’31 Ford Model A hot rod. Almost all of these had a high auction estimate of less than $50,000.

Leading early entries for the sale is The Iconic Southern California Collection, an impressive group of more than 60 vehicles formerly owned by noted Palm Springs collector, the late Bob Pond. Offered fresh to the market following long-term storage, the group collectively represents virtually every decade of motoring, catering to a broad range of automotive tastes and budgets. Headlining the collection is the 1949 Buick Roadmaster Convertible driven by Dustin Hoffman and Tom Cruise in the Oscar-winning 1988 film, “Rain Man.”

A number of Corvette's spanning two decades will be under the gavel at the Burbank auction.

Additional auction entries of note include a ’68 Ford Mustang GT Fastback “Black Mamba” Custom Show Car, used as Meguiars’ feature and display car showcasing its high-end paint care product line and a frequent sight at numerous automotive events nationwide, including the Goodguys, NSR and NASCAR events.

The aforementioned ’31 Ford Model A hot rod was built in the 1940s and recently discovered in Colorado virtually untouched after several decades in storage. One of the other keynotes of the auction will no doubt be a super clean ’56 Ford Custom resto-mod with a Ford FE engine topped with a rare Edelbrock crossover intake with dual four-barrel carbs. This ’56 Ford from the Pond Collection is said to have been one of his favorites and was used to take his wife out regularly on Friday nights for ice cream.

This '31 Ford Model A hot rod should be one of the stars of the sale. Take a look at that engine. Ain't she a beaut'!

For more information on Auctions America’s upcoming California Collector Car Auction or to view a frequently updated list of entries, visit auctionsamerica.com or call (888) 990-3910. Select highlights from the auction can be seen on NBCSN (NBC Sports Network) on August 1-2, 2014.

Said to have been one of Pond's favorites, this '56 Ford Custom features an FE engine with a unique induction system.

Lingenfelter Performance Engineering has been known to deliver industry-leading horsepower for going on nearly 40 years, specializing in building 1,000-, 1,200- and 1,500-horsepower engines to the exact specifications of its customers desires. Now, Lingenfelter has decided to expand its standard crate-engine product line to include one that kicks out a whopping 900 horsepower. This sweetheart will be an off-the-shelf, stocked product.

Prior to offering this new engine, the company’s supercharged crate engine line topped out at 750 horsepower. “We have never before offered a crate engine combination with this much horsepower,” said Mike Copeland, vice president and general manager. “For this engine, we’ve used a 3.6L Kenne Bell Supercharger, which delivers much more horsepower potential for an engine that’s been engineered to reliably stand up to these power levels.”

The new 900 horsepower Lingenfelter Performance Engineering crate engine is fitted with a forged crankshaft, pistons and rods for maximum performance and durability. It also features GM LS9 heads with Lingenfelter’s proprietary CNC porting program for improved airflow, resulting in more torque and horsepower.

“To get the most out of the massive supercharger and ported cylinder heads, the 900 horsepower crate engine utilizes an all-new GT22 camshaft created specifically for this application.” According to Copeland, “Our new 900 horsepower crate engine will fit any vehicle, from street rods to ZR1 Corvettes and everything in between.”

Lingenfelter Performance Engineering’s new 900 horsepower crate engine comes with its own engine dyno documentation and an LPE brand certificate of authenticity. Pricing and complete engine details will be announced in the near future and will be available on the Lingenfelter website. Lingenfelter Performance Engineering offers crate engines ranging from 500 horsepower to 900 horsepower.

If you don’t know the name Wheel Pros, you will immediately recognize its wheel brands. Such iconic brands as American Racing are well known to the general public, and a name that any car enthusiast feels right at home with. The American Racing Torq-Thrust wheel has been a classic for 50 years, seen on rods and customs ever since the days of drive-in movies.

These are just a few of the other rims that Wheel Pros had on display at the 2013 SEMA Show.

Other brands under the Wheel Pros wing that you may not have seen are Vintage Forged, an off-shoot of American Racing, that specializes in classic styles that are built strong and light, and 100-percent made in the U.S.A. Custom finishes and backspacing are available in this line of wheels.

Custom Shop is another wheel line that can deliver personalized wheels, specialty two-piece fitments, custom forged wheels, unique finishes and drill-from-blank services. Lorenzo wheels are crafted with fitments and styles that complement a high-end street look; this line also offers the fully customizable Lorenzo Forged products.

There are many others, but for the rod and street custom market this year, few Wheel Pros wheel lines stand out more than the two-piece American Racing Vintage Forged, with 11 new styles released for 2014, ranging from the dramatic motion-swept look of the VF489 to the two-tone mod look of the VF499 with its satin-black spokes and polished chrome rim.

Across the board, our two faves were the VF490 and VF491, that at the time of this report, come in sizes 17, 18, 19 and 20, and 15, 16, 17, 18 and 20, respectively. The VF490 features a sculpted-five spoke design that flare out as they extend from the center toward the rim, and it comes in a five-lug pattern. The VF491 is also a five-spoker, but a flat-flared design with hard-carved edges on the spokes, and also a 5-lug pattern.

For more detailed information about the American Racing Vintage Forged line or any of the Wheel Pros brand wheels, check out its website; and stay tuned for more SEMA Show coverage of new products!

The new VF491 (left) and VF490 (right) were among our favorites in the American Racing Vintage Forged line.

Mickey Thompson Performance Tires & Wheels has introduced an exciting new light truck tire with the help of four-time Lucas Oil Off-Road Racing Series (LOORRS) champion and 16-time X Games medalist Brian Deegan. The new tire, called the Deegan 38 is good-looking mud-terrain tire that is designed to deliver aggressive off-pavement performance, but will not become sloppy on the highway.

The tread is made up of the company’s proven compound; as well as a beveled tread edge for improved stone ejection, wide lateral and offset grooves to channel water away and grapple mud and rocky terrain well, and large center tread blocks for a good bite. The shoulders of the tire also retain the signature Mickey Thompson SideBiter pattern that helps gain traction in ruts, and the tire’s sidewall has the Deegan 38 shield and raised white block lettering.

Deegan was on hand to talk about his part in the tire’s development, saying he “had worked for nearly a year with Mickey Thompson through his racing to offer feedback on what was needed to make a good tire for traction in demanding circumstances, and that they were able to use that to help create the new tire.”

In addition to the Deegan 38 off-road/truck tire, the new Street Comp ultra-high performance (UHP) tire from Mickey Thompson is now offered in a super wide 315x35R17 for the Ford Mustang with a 17-inch wheel. The Street Comp is now available in 19 popular sizes, and is perfect for today’s late model American muscle cars and more.

Ken Warner, VP of Marketing, Mickey Thompson said, “this new wide size is the perfect choice for the new model Mustang, its high horsepower and torque need a UHP street tire with response.”

The new Street Comp UHP tire (left) from Mickey Thompson is now available in 19 sizes. Three new front sizes were added to the Sportsman S/R Radial tire (right) line.

The Mickey Thompson Performance Tire & Wheel Sportsman S/R Radial tire line has also been expanded to include three new front sizes, including 26X6.00R17LT, 28X6.00R17LT and 28X6.00R15LT.

“We get a lot of requests from people that want to pair radial rears with skinny radials up front,” said Ken Warner, VP of Marketing, Mickey Thompson.

As well as new tires, Mickey Thompson has ventured into bumpers and other body armor products for Jeeps recently with its new M/T Metal Series bumpers for the Jeep JK Wranglers. The front and rear bumpers (with tire carrier) offer a durable, lightweight, modular construction in a classic black, two-stage powdercoat finish. Both are made in the USA.

The Deegan 38 is made in the USA, and will be on shelves Spring 2014 in 13 sizes. For more information, go to www.deegan38.com. For information on other Mickey Thompson Tires and the M/T Metal Series Jeep bumpers, check out www.mickeythompson.com.

Shown is the front bumper of the new M/T Metal Series of body protection accessories.

When you are building a high-performance truck or car and looking for a starter, or replacing a starter in your rig, you are going to want something that can really kick that high-compression engine into gear now, not later. Powermaster Performance Starters and Alternators has exactly what you need.

The company offers hundreds of applications for almost every type of vehicle, and has formulas on its website that you can use to determine the perfect alternator to fit your application. You simply add up the amp draw of all the electrical accessories installed on your vehicle to determine what output the alternator for your vehicle should be, then choose from Powermaster’s many available options for your vehicle.

Powermaster also offers a full line of high-performance starters. While at the 2013 SEMA Show, we talked to Brady Basner, sales manager at Powermaster about one of its new starter products, the Ultra Torque HS. “It spins 20 percent faster than a stock equivalent, and is meant for guys that are running alcohol, magnetos or triggers. Our engineer worked hard on this unit and designed it with a serrated plunger for better heat dissipation. It provides faster starts, with almost no kickbacks.”

The Powermaster Ultra Torque HS Starter also features a 3.73:1 gear reduction, fitment with most kick out oil pans, it works with 12 or 16 volt systems, has a 2.5kW 3.4 HP motor, is built on a machined billet adjustable mounting block, and weighs just 10.5 pounds.

The unit also features an HD coil to provide strong positive engagement, and there is a high-temperature version available. The Powermaster Ultra Torque HS Starter is offered for GM, Ford and Mopar applications, but the company can build it for almost any vehicle. The Ultra Torque HS is made in the USA.

The inspiration for Project Blank Slate, our ’69 Chevy Camaro project, was drawn from the glory days of SCCA Trans-Am racing and our intent is to build a road racing/autocross car that will harken back to that era of hard charging, yet agile musclecars. A good setup – including engine, transmission, drivelines, suspension and axles are all important in order to achieve this goal.

But when it comes right down to it, if we don’t have top-quality brakes on the car, all the other components that bring the car toward our goal are not worth a damn if we can’t effectively scrub off speed entering corners when we need to.

Major Brake Kit Components For Our Build

Front g-Street 14 Kit – (Part # 8323)

14-inch directional-vaned, slotted rotors

Billet hats and hubs

Caliper adapters

Optional red powdercoated six-piston caliper

Rear 12.19 Kit – (Part # 140-7140-D)

12.19-inch vented rotors with parking brake

Billet aluminum park brake/caliper bracket

Optional red powdercoated four-piston caliper

So far we’ve given the Camaro a new heart, with the build and installation of LME’s 700+ hp 502 ci V-8 LS engine, and laid out the plans for a transmission, chassis and rear end, and much more, all of which you can check out in our Project Blank Slate build thread. This time around we’re installing brakes – but not just any brakes.

Not only is the right set of brakes required for keeping you and your car stopping safely, but they are best when dynamically balanced and designed to work specifically with the car’s distinct chassis setup. Now we just need to give Project Blank Slate the bold stopping power to match the brawny muscle and handling ability it will have.

Getting Down To Business

We turned to a company known for delivering both chassis and brake muscle. Chris Alston’s Chassisworks hand-selects the Wilwood components that are a part of each and every kit in order to ensure delivery of optimum performance with its suspension kits and subframes. With this in mind, they produce a kit specially designed and fabricated for the 1969 Camaro. The brake components are specifically selected to offer significant braking performance for cars that have significant power – just what we’re looking for.

Dustin Burr at Wilwood told us, “Our six-piston Superlite calipers are lightweight, made from forged aluminum for strength, and the staggered piston design helps keep an even temperature from the leading edge of the pad to the trailing edge. This means the pads wear flat and maintain a constant coefficient of friction.”

He went on to say, “Pro-Touring cars are all about being street and track capable. Chassisworks pairs our Superlite calipers with rotors poured in our Spec37 iron alloy to create a package that can handle the heat. And Chassisworks has been building top-notch suspensions for a couple decades, so partnering with them for these brake kits was a no-brainer.”

Chassisworks designs and builds its own brake kits working with Wilwood, including the spindles, to ensure the suspension and brake system retain correct spacing, geometry, and clearance.

When selecting components, we opted for the upgraded red powdercoated calipers front and rear. In both cases, the Wilwood aluminum, radial-mount calipers use a closed-end design strengthened by five steel bridge bolts through the caliper body directly across the brake pads. Stainless pistons slow heat transfer to brake fluid and help reduce fade. Damped external fluid tubes are routed through recessed pockets to avoid debris and reduce vibration induced wear. Pads can easily be replace by removal of the center bridge bolt.

Pro-Touring cars are all about being street and track capable. Chassisworks pairs our Superlite calipers with rotors poured in our Spec37 iron alloy to create a package that can handle the heat. -Dustin Burr, Wilwood

The front rotors have 36 I-shaped passages cast internally to create more surface area and maximize cooling, vanes are directional and curved to increase airflow, and the slotted surface and cross-drilled holes improve pad-to-rotor contact, and allow brake dust and gases to easily escape.

We went with the SRP series vented, cross-drilled, slotted and black E-coated rear rotors that feature 32 individual air passages cast into each rotor to act the same as the front, cooling the rotors; SRP rotors are also slotted and cross-drilled for improved pad-to-rotor contact, rotor cleaning and gas exhausting features.

We also got the scoop from Lino Chestang at Chassisworks and he told us that “Chassisworks builds brake kits to specifically fit our front subframe systems, ranging from lightweight drag race brakes up to monster 15-inch brakes with a variety of spindle options to match specific performance applications.” This range-of-performance approach also extends to the rear systems they manufacture.

Chassisworks put this particular brake kit together specifically to work with its suspension and subframe system designed for our first-generation Camaro and the Pro-Touring build we were after.

Chestang went on to explain, “Our street-performance brake group is based off our high-strength, sculpted spindle. This is a Chassisworks engineered, ductile-iron spindle designed to exceed the durability and strength requirements of a daily-driven street vehicle put hard to the test.

“We offer three different brake kits to fill the performance needs of what could be considered a street car. The more tame kit of the available choices is an 11-3/4-inch vented rotor with a four-piston caliper; perfectly suited for daily use and occasional performance driving. From there we step up to a 13 x 1-inch, slotted and cross-drilled rotor with a radial-mounted, four-piston, billet-aluminum Wilwood caliper,” continued Chestang. “The largest brake system based on our sculpted spindle is a 14- x 1-1/4-inch rotor with six-piston, billet-aluminum Wilwood caliper. The 13- and 14-inch kits would be equally at home at an open track day as they would be driving around town.”

The largest brake system based on our sculpted spindle is a 14- x 1-1/4-inch rotor with a six-piston, billet-aluminum Wilwood caliper – Lino Chestang, Chassisworks

The kit also includes the timken bearings, grease seals, spindle nuts and washers, and the o-rings and hub caps with the Chassisworks name on them. All the necessary hardware and a detailed set of instructions were included. The caliper will extend 1/2-inch toward the wheel from the hub surface and the minimum diameter at this position is 15.75 inches. Also keep in mind that the rotors are directional and there is an arrow on the flat side that points in the direction of the front of the car with the rotor installed.

Up Front On The ’69

Installation was fairly straightforward. You should know that wheel clearance is critical with the 14-inch rotor, and that most 18-inch wheels will fit, but you must check the wheels first to make sure there is proper clearance. There should be at least a 1/4-inch of wheel clearance from all brake components to ensure safe operation.

The bearing races are factory set in the hub, but you must pack the bearings. Once the inner bearing is placed, the rotor and hub assembly can be carefully slid onto the spindle. Remember that the vented spindles are directional. After packing the outer bearing and placing it in the race, the spindle washer and castle nut can be tightened.

Thread the 12.25 x 1-inch, 12-point bolts into the brake hat. These should be torqued to 8.5 lb-ft. Set the driver-side of the rotor on the bolts just installed in the hat with the flanged-side of the rotor facing the hat, then slide the 1/4-inch washers on the bolts and tighten the 12-point flanged locknuts to 14 lb-ft of torque. The bolts will have to be held with a wrench while the locknuts are torqued or the bolts will spin free.

After matching the bolt circle on the hubs that match your wheels, chase the threads in the appropriate bolt holes with a 1/2-20 tap. The hubs offer mounting holes for 4-1/2- and 4-3/4-inch bolt circles. You should blow them out to clean away any debris with an air hose after chasing.

Set the driver side hat and rotor assembly on the backside of the hub, and line up the hub’s bolt circles with the rotor’s. Place a drop of Loctite on the tips of wheel studs, then insert the studs through the appropriate holes and torque to 40 lb-ft. Chassisworks offers optional three-inch studs (No. 8031) if you have extra thick wheels.

The bearing races are pressed into the hubs at the factory, but you must pack the wheel bearings prior to installation. If you don’t have a bearing packer, hand packing is acceptable. Once this is accomplished, place the bearings into the races. Then position the bearing seal on the hub. Place the hub on a wood surface and use a hammer and seal installer to drive the seal into the hub, making sure it’s properly seated.

We mounted the caliper adapters to the spindle bosses prior to mounting the calipers. After installing the pads and bleed screws into the the Wilwood calipers, they were mounted on the adapters. The rotor must be turned to check for clearance and any shimming of the caliper done for proper clearance at this time. Finally, bolt on your tire and wheel package to make sure there is proper clearance between caliper and wheel.

Now that the inner bearing and seal are seated, you can place the hub and rotor assembly onto the spindle. Always keep in mind that the rotors are directional. With the hub and rotor mounted on the spindle, pack the outer bearing and slide the bearing into the race. Next, slide the washer over the spindle and install the castle nut.

Then to fully seat the bearings, torque the castle nut to 12 lb-ft, while turning the rotor forward by hand. By doing this you will remove any grease that may cause excessive bearing play. Once that is done, though, back off the castle nut to the “just loose” spot and then hand tighten. There will be between .001 and .005 inches of endplay when the wheel bearings are properly adjusted.

After the bearings are tight, cotter pin the castle nut, but don’t tighten the nut while aligning it, only loosen it if you have to rotate it to align the cotter pin. Then apply anti-seize to the threads on the hub’s dust cap and hand-tighten. It doesn’t need to be any tighter, the o-ring inside will keep it from coming loose.

Prior to mounting the calipers, the caliper adapters should be assembled to the spindle bosses using the 3/8-16 x 1-inch socket head Allens and high collar lockwashers that were in the kit. These Allens are to be torqued to 30 lb-ft.

After bolting up the parking brake assembly to the axle housing end (we are using a custom Chassisworks 9-inch), the axle shaft was inserted through the center hole of the caliper mounting bracket.

We assembled the calipers ahead of time and recommend you do the same. To assemble the calipers, insert the brake pads into the caliper, one at a time on each side of the rotor slot with the metal backing facing toward the pistons. Install the bleed screws pointer up so that you can tell which is driver- and which is passenger-side.

Slide the 3/8-inch high collar lockwashers over the 3/8-16 x 1-3/4 -inch caliper mounting bolt and then insert the bolts through the caliper and into the adapter. Tighten until snug, but don’t torque yet. Rotate the rotor slowly, checking for clearance between the rotor and caliper, making sure the rotor doesn’t drag on the pads. You can shim the caliper where it’s attached to its bracket to adjust pad clearance if needed. If all is clear, torque caliper mount bolts to 30 lb-ft.

Now you can mount the front wheel/tire combo to do a final check. Make sure there is at least a 1/4-inch clearance between the caliper and the wheel, and that the wheel turns freely.

Moving Out Back

Next we moved to the Chassisworks 12.19-inch Rear Disc Brake Kit with four-piston caliper setup. Our first step was to mount the parking brake assembly to the axle housing end. Bolt through the axle housing holes from back to mount the parking brake assembly. Then we inserted the axle shafts through the center hole of the caliper mounting bracket. We chose to mount the parking brake bracket after the axle shafts had been placed in the axle housing.

The bearing retainer is aligned with four bolts inside the bracket assembly and secured using hex nuts and lock washers. It holds the caliper mount and wheel bearing in place. We found it easier on our application to assemble the caliper mounting bracket at this point. The hex nuts are tightened through the access holes in the axle flange and should be torqued to 35 lb-ft.

Align the bearing retainer that will hold the caliper mount and wheel bearing in place with the four bolts inside the bracket assembly, then secure it using the OE hex nuts and lockwashers. (We installed a custom axle so we used those that came with our new axle.) These hex nuts are reached though the access hole in the axle flange and are to be torqued to 35 lb-ft. The rotor assembly was then placed on the wheel studs and positioned on the rotor against the axle flange.

We found that the rear rotor and hat assembly bolts had to be safety wired for this kit because they have no backing nuts. The bolt heads are pre-drilled for this.

Once assembled, hex nuts were threaded onto three of the studs so the rotor assembly was held securely against the axle flange while the caliper was mounted. We used Wilwood’s four-piston red-powder-coated caliper on this installation, an upgraded version of the 12.19-inch rear disc kit.

Slide the caliper over the rotor and bolt it into place using the 3/8-inch bolts and washers from the kit, but only snug them up. While viewing the rotor through the top of the caliper, measure distance between each rotor face and the caliper body to make sure the caliper is centered on the rotor.

When adjusting caliper offset, 0.032-inch shims can be used between the mounting bracket and the caliper; add as many as needed to achieve proper alignment. Be sure that the end of the nut is flush or protruding slightly from the head of the cinch nut so it does not hit the the rotor.

Use spare shims between the bolt head in order to get the proper fastener tightness, and always use the same number of shims on the top and bottom caliper mounting bolts. Once this is done, apply red Loctite 271 to the bolt threads and torque to 30 lb-ft. You will need to safety wire the caliper mounting bolts using 0.032-inch diameter stainless safety wire.

To wrap things up, install the Wilwood brake pads in the caliper and use the retainer clip to fasten them in place. The steel backing plate side of the pads should face the caliper pistons. Rotate to be sure all is free and clear, and with that the rear brake assembly and caliper installation is complete.

We used Wilwood’s four-piston caliper for this application. Use as many shims as needed for proper alignment when adjusting caliper offset; and always use the same number of shims on the top and bottom caliper mounting bolts.

Final Thoughts

Overall, this was a relatively quick installation, and required just a few hours to complete. The kit was complete as far as parts, and the instructions were clear, but for one important point. It did not point out, as previously mentioned, that the rear rotor and hat assembly bolts should be safety wired. The bolt heads were pre-drilled for wiring, and although this was apparent to our experienced mechanics, it might not be to a novice with little or no knowledge of brake assembly – so be sure to adhere to this step.

We opted for the red powdercoated calipers because they look cool and we like our cars looking cool. The upgraded rear kit with the black E-coated SRP rotors was an obvious choice: Venting provides increased airflow and cooling over standard rotors, and the cross-drilling and slotting provides better pad-to-rotor contact, and brake dust and gas exhausting over the standard rotor.

The expertise of Chassisworks paired with the quality of Wilwood make the the ultimate braking combo on our soon-to-be corner carver.

Chassisworks engineers and manufactures its own brake kits. The calipers and rotors are sourced through Wilwood, but all hubs, hat, and caliper brackets are designed and manufactured in-house. This is done to ensure that the entire suspension and brake system retains the correct geometry, spacing and clearance as originally intended, while maintaining proper clearance and strict manufacturing tolerances and quality standards. Chassisworks has been a technology partner with Wilwood for the better part of three decades.

As one of the largest brake manufacturers in the industry, Wilwood offers a huge range of brake components and systems covering a broad range of vehicle types and performance applications. Their expertise in brake system design and manufacturing extends beyond the automotive performance aftermarket, making them one of the most knowledgeable brake manufacturers and a valuable Chassisworks partner. We can’t wait to get this bad boy to the track and test out our new setup – stay tuned!

]]>http://www.corvetteonline.com/tech-stories/brakes-suspension/project-blank-slate-our-69-camaro-gets-chassisworkswilwood-brakes/feed/0http://www.corvetteonline.com/image/2013/05/br10-400x266.jpghttp://www.corvetteonline.com/image/2013/05/br10-300x200.jpgToday In History (May 2): William C. Durant Takes Back Control of GMhttp://www.corvetteonline.com/news/today-in-history-may-2-william-c-durant-takes-back-control-of-gm/?utm_source=rss&utm_medium=rss&utm_campaign=today-in-history-may-2-william-c-durant-takes-back-control-of-gm
http://www.corvetteonline.com/news/today-in-history-may-2-william-c-durant-takes-back-control-of-gm/#commentsThu, 02 May 2013 20:29:57 +0000Stuart Bourdonhttp://www.corvetteonline.com/news/today-in-history-may-2-william-c-durant-takes-back-control-of-gm/

In 1910, with the company in financial trouble, stockholders blamed the problems on Durant’s expansionism and forced him out. Never one to give up, Durant formed the Chevrolet Motor Company, named for his partner, the Swiss race car driver Louis Chevrolet, in November 1911.

Thanks to pioneers such as Durant and Chevrolet, we can enjoy cars like the Camaro ZL1 today.

Durant still owned a considerable amount of GM stock, and began to purchase more shares as his profits from Chevrolet grew. To regain control, Durant offered GM stockholders five shares of Chevrolet stock for a single share of GM stock, and although GM stock value was incredibly high for the day, interest in Chevrolet’s stock made the five-for-one trade irresistible. As also mentioned in Yahoo! Auto News, this is the anniversary of that closing on May 2, 1918, when Durant took back control of GM.

His revenge did not last long though. Only two years later, Durant’s control of the company was taken by Pierre S. DuPont (of the powerful chemical company by the same name) who had been buying GM stock for years. DuPont soon paid off all of Durant’s debt, and the controversial company founder left the company for good.

Durant refused to give up on the automotive industry, though. He founded Durant Motors in 1921 and produced a line of cars for the next decade. The Great Depression in the early 1930s put an end to his company, and Durant then operated bowling alleys near the Buick complex in Flint, Michigan. These flopped eventually, and he spent much of the remainder of his life in anonymity. Durant passed away on March 18, 1947, at the age of 85. Hats off to William C. “Billy” Durant from all of us at ChevyHardcore.com.

Thanks to our pals over at Jalopnik, we bring you one of the funniest things we have seen in days, no … months, no … years. The Ten Cars That Are Likely To Get You Pulled Over. The list begins with any Supercar and ends with the Toyota Solara (which one of our staffers owns). He says it’s his “spare” car. Right. At least it’s the first gen’ Solara, before they got really ugly, and it’s not “give me a ticket red.”

In between are such favorites here in the office as Your Half-Finished Mustang, which by the way one of our other staffers used to own. Ummm, or maybe he still does. Depends on who you ask around here. A Bimmer is on the list, ’nuff said. A Rusted Van is in the mix, too. We can’t see the license plates on the van, but if we could, our bet is they would probably read “CHESTR.”

And then there is the Black-On-Black Corvette on the list, as well. But our all-time favorite on the list has got to be most hated of all automobiles, a “donk” car of any kind, but worst of all, especially for Chevy Hardcore fans, A Donk Caprice.

Chevy Hardcore readers have been known to modify their cars and trucks in a multitude of different ways, but when it comes to “donks” we think it’s fairly safe to say that the vast majority of us agree that this is just an unforgivable sin done to what was a righteous automobile at one time.

]]>http://www.corvetteonline.com/news/10-most-likely-cars-to-get-pulled-over-in/feed/0http://www.corvetteonline.com/image/2013/04/Caprice1-400x248.jpghttp://www.corvetteonline.com/image/2013/04/Caprice1-300x186.jpgChevys are Some of the Most “American Made” Cars!http://www.corvetteonline.com/news/chevys-are-some-of-the-most-american-made-cars/?utm_source=rss&utm_medium=rss&utm_campaign=chevys-are-some-of-the-most-american-made-cars
http://www.corvetteonline.com/news/chevys-are-some-of-the-most-american-made-cars/#commentsTue, 16 Apr 2013 00:11:44 +0000Stuart Bourdonhttp://www.corvetteonline.com/?p=165720

According to the Kogod School of Business, American University in Washington, D.C., a number of Chevy products are at the top of a new list for the most “American Made” cars. The Chevrolet Traverse is in First Place; the Corvette is tied for 5th; the Silverado, Avalanche, Suburban and Tahoe pickups and SUVs are tied for 7th; the Malibu is tied for 10th, and the Camaro is tied for 23rd.

Kogod professor Frank DuBois, who is a global supply chain management expert and a car guy, developed a new index to gain a more accurate take on a car’s country of origin. DuBois believed that the methodology previously used to evaluate an automobile’s country of origin, based on the American Automobile Labeling Act (AALA), was “critically flawed and easily manipulated.”

DuBois began with the AALA Domestic Content Score, then carried the data further by evaluating factors such as the location of the automobile manufacturer’s global headquarters, where the vehicle company’s research and development took place, where the engine and transmission for the car was built, and the location of the car’s final assembly.

In addition, DuBois also took into account the country in which the profits and expenses for the vehicle sales were recorded.

Scores were higher in each category when manufacturing and other operations took place in the United States. Additionally, a car assembled stateside might score a 6 if its research and development was also performed in America, but just a 3 if it was done offshore. If research and development and assembly were performed overseas, the car would score only a 1. As well, a vehicle designed and sourced domestically but assembled outside the United States would score higher than a car built domestically with an imported engine and transmission.

Chevy Hardcore’s take: Assembly seems to be a key to DuBois’ matrix, since that may be where most jobs are in the automobile production, research and design industrial complex. However, the question still remains: What would you rather tinker with on Saturday – a Camaro or a Traverse?